Railroad and rapid transit car and undercarriage suspension system



Sept. 28, 1965 s. H. BINGHAM 3 ,2 08,402 RAILROAD AND RAPID TRANSIT CAR AND UNDERCARRIAGE SUSPENSION SYSTEM 5 Sheets-Sheet l Filed Oct. 3l, 1962 ATTORNEYS INVENTOR SIDNEY H. B|NGHAM Y D @A UAQ n w fo: fm N @E N m E: om @mi J f T 4. NQ. W A Mu... a) .7...

Sept. 28, 1965 s. H. BINGHAM 3,208,402

RAILROAD AND RAPID TRANSIT GAR AND UNDERCARRIAGE SUSPENSION SYSTEM Filed Oct. 31, 1962 5 Sheets-Sheet 2 Hwne 3 "HHU111|||... 'Inlmnh 150 FIG. 4

INVENTOR. SIDNEY H. BINGHAM BY QMQWLB ORNEYSI Sept. 28, 1965 s. H. BINGHAM 3,208,402

RAILROAD AND RAPID TRANSIT CAR AND UNDERCARRIAGE SUSPENSION SYSTEM 5 Sheets-Sheet 3 Filed 0G11. 51. 1962 INVENTOR. SIDNEY H. BINGHAM BY Q@ wma l ATTORN E YS Sept. 28, 1965 s. H. BINGHAM 3,208,402

RAILROAD AND RAPID TRANSIT CAR AND UNDERCARRIAGE SUSPENSION SYSTEM 5 Sheets-Sheet 4 Filed OCT.. 31. 1962 Wig? J|I 1 -1 figli,--- i-- Sept. 28, 1965 s. H. BlNGHAM 3,208,402

RAILROAD AND RAPID TRANSIT CAR AND UNDERCARRIAGE SUSPENSION SYSTEM INVBNTOR. SIDNEY H. BINGHAM ATTOR NE YS resilient and damping means. ,mises in design referred to.

United States Patent O 3,208,402 RAILRUAD ANI) RAPID TRANSIT `CAR AND UNDERCARRIAGE SUSPENSION SYSTEM Sidney H. Bingham, 109 E. 35th St., New York, N.Y. Filed Oct. 31, 1962, Ser. No. 234,299 16 Claims. (Cl. 10S-133) This invention involves novel designs of undercarriage components and suspension arrangements for railroad and rapid transit cars which are especially but not exclusively suitable for rapid transit vehicles with rubber tired supporting wheels.

A broad object of this invention is to provide a structurally simplified light-weight undercarriage assembly for such vehicles having improved track following aptitudes.

Another object of this invention is to provide undercarriages in several different forms having unique suspension characteristics.

A further object of this invention is to provide vehicle combinations characterized in that the vehicle leans automatically toward the center of curves so as to compensate for the lateral component due to centrifugal force.

The above objectives are obtained by employing undercarriages which consist of three main members, namely, a bolster and two side frames for the car supporting wheels connected by unique suspension systems, and in the case of monorail systems, for the guiding wheels.

In accordance with this invention, the car body may be supported on the bolster either by conventional suspension means or by novel elements which are resilient only in horizontal directions.

Still another objective of this invention is to provide a car undercarriage having side frame members, each of which swivels freely about its own vertical axis when the car is following a curve while allowing free individual pitching of the side frame members on vertical curves.

Another object `of this invention is to provide means to interconnect the ends of the bolsters with their associated side frame members through vertical legs extending downwardly from the bolster ends and connected by links through ball joints at the lower ends of the vertical legs to each side frame member and by ball joint ended rods connecting the upper part of each bolster to each related side frame member.

Still another object of the invention is to provide suspension systems for individually controlling the vertical and horizontal displacement and roll of the car body. As most generally applied car suspension systems resolve the problem of controlling these three elements of car motion by using two sets of springs laterally spaced which act to control these elements of car motion to an approximate degree only. This common type of suspension necessitates compromises in the design and in some cases, additional devices like torson bar roll stabilizers, because these three different elements of motion require different degrees of resilience stiffness which cannot generally be individually obtained by means of the usual suspension system.

In accordance with the preferred combination of this invention, car suspension is provided in a versatile manner in that each of the three elements of car motion is controlled separately and individually by independent Of the three motions, which it is desirable to indi- .vidually control, horizontal motion control in lateral .directions is achieved in accordance with one species of Ythis invention by the interposition between each end of This avoids the comprov 3,208,402 Patented Sept. 28, 1965 the bolster and of the car body frame, an element which is resilient only in horizontal directions.

In accordance with another embodiment of this invention, the bolster is provided with a leg at each end and resilient suspension elements are located either inside or alongside each leg.

According to another and preferred embodiment of this invention, a deformable parallelogram is established by connecting through a ball joint the lower end of each bolster leg to the end of a horizontal link which is hinged to the associated side frame member. Resilient suspension members in this case are located between each end of the bolster and its associated side frame member.

While these resilient suspension means may be of any conventional type, they are preferably provided by a hydropneumatic system in which a pair of substantially vertical cylinders are linked through ball joints to each side frame member at their lower ends and hinged to the bolster at their upper ends; one cylinder of each pair is of the conventional single acting type used to provide vertical suspension.

Another novel feature of this invention, however, may be provided by equalizing pressure interconnections between one of the cylinders on one side of the car and the corresponding cylinder on the other side Iof the car so as to nullify the restraint of rolling motion which would otherwise be present. The second hydropneumatic cylinder of each pair is of the double acting type and, in accordance with this invention, these cylinders have their working cavities provided with pressure-equalizing interconnections so that the cavity above the piston of the double acting cylinder on one side of the car is connected to the cavity below the piston of the corresponding cylinder on the other side of the car. In addition, the lower cavity of the first cylinder is interconnected with the upper cavity of the other cylinder.

The result of such cross-connections is that the system provides resilient restraint to rolling motion with little or no restraint for vertical parallel motion. The controls of vertical and rolling motion which are conventionally interlocked are thus, by this invention, rendered free from each other.

A further object of this invention includes the concept of employing the above-described hydropneumatically passive roll control by connecting each of the above mentioned interconnections to an automatically governed reversible pump which transfers the fluid between the interconnections when desired to force the car to lean toward the center of a curve.

Other more detailed objectives of this invention will be apparent from the several embodiments and are illustrated in the accompanying drawings.

In these drawings, FIGURE 1 is a side elevation of a car equipped with the undercarriages of this invention diagrammatically illustrating the car body which is shown partly in section and partly broken away. FIGURE 2 is a view taken on line 2-2 of FIGURE l showing the right half of the undercarriage in plan, the other half, of course, being an exact duplicate thereof. FIGURE 3 is a cross-sectional view taken on the line 3-3 of FIG- URE 1. FIGURE 4 is a cross-sectional view similar to FIGURE 3 of a modified construction showing a different type of spring suspension. FIGURE 5 is also a cross-sectional view similar to FIGURE 3 showing still another form of spring suspension. FIGURE 6 is a View similar to FIGURE 1 of another form, which is the preferred form of suspension system in accordance with larged side elevational View of one of the undercarriages of the car of FIGURE 6. FIGURE is a top plan view of the right-hand side of that carriage with the car body removed, the other side of the carriage being exactly the same. FIGURE 11 is a cross-sectional view taken on the line 11-11 of FIGURE 10. FIGURE 12 is a diagrammatical illustration of a hydropneumatic vertical suspension system as used in the undercarriage of FIGURES 9, 10 and 1l to provide resilient support free of roll restraint. FIGURE 13 is similarly a diagrammatical illustration of a hydropneumatic vertical suspension system providing active roll restraint free of support and active roll control.

Before going into the details with regard to the cooperation of the various mechanisms and their functions, the combination disclosed in FIGURES 1, 2 and 3 will be described.

In those figures, the car body is shown diagrammatically in vertical section by the reference character C. It should be noted that the subject matter in this invention is shown applied to a car having undercarriages which can be operated on a monorail beam. As illustrated, this beam includes a guide rail TB1 and a pair of running beams or rails TB2. Such a monorail beam is known in the art, see for example, U.S.'Patent No. 3,001,484, issued September 26, 1961. The floor of the car would normally be supported by a suitable framework such as, for example, the framework 10 of the assembly of FIGURE 6.

Each undercarriage T has a bolster 112 comprising a structural member of suitable strength extending transversely of the car body to which it is secured at each end by means of suspension springs 116. These springs may be heavy coiled springs often used for this purpose.

Each undercarriage has a side frame member 118 provided with fore and aft arms 120 and 124 on which are journaled the pneumatic tired guiding wheels 122 and 126. These guiding wheels ride along one side of TB1 of the beam and the corresponding pair for the other side of the undercarriage would ride on the other side thereof. A pair of pneumatic tired load-bearing running wheels 130 and 136 are journaled on the stud shafts 128 and 138, see FIGURE 2. These wheels, together with the pair at the other side of the undercarriage, ride on the beam parts TBZ :and support them and the car body.

Toward each end of the bolster 112 is a rigid depending vertical leg 112C. Each side frame member 118 is w Yprovided with a vertically extending centrally positioned rigid arm 148 which is bifurcated at the end. That end is connected by means of a ball joint 152 to a link 150 which is connected at its other end by means of a ball joint 154 to the vertical leg 112C. Extending generally laterally and inwardly from, and centrally positioned on, the side frame members 118 is a second rigid arm 156 which is connected by means of a ball joint 155 to the lower end of the vertical leg 112C.

A drag rod 113 is pivotally connected at 110 near the lower end of the vertical leg 112C and at 119 to a depending bracket 121 secured to the bottom of the frame of the car body C, see FIGURE 1. Attached to the bolster 112 by the pivotal connection 115 is another drag rod 117 which is pivotally connected at 123 to the car body. For clarity, it is again noted that the structure thus described is exactly duplicated at the other side of the undercarriage. Likewise, as is seen in FIGURE 1, two undercarriages of the same constructions are provided, lone adjacent each end of the car body. Each side frame member 118 has an extension bracket 141 providing a support for a driving motor 144, see FIG- URE 2. The shaft of this motor is connected through a suitable gear train with the adjacent running wheel. Four of these driving motors are provided, one for each side of each carriage so that two of the running wheels of each carriage as illustrated are driving wheels in the embodiment being described.

As will be seen from a study of FIGURE 3, the bolster and the side frame member at each side of the undercarriage have a common connecting means which is on the center of the ball joint 155. The double ball-jointed connection of the link 150 provides for free pitching of the side frame members so as to follow the vertical curves of the rail while preventing relative inclination between the bolster leg and the side frame member. The drag rods 113 and 117 prevent pitching motion of the bolster. Lateral movement of the car body with respect to the undercarriages is controlled by the resilient conventional coil springs 116.

In a more preferred form, the conventional coil springs 116 are replaced by pads 216 (see FIGURES 4 and 5) which have little vertical resilience but are resilient in a horizontal direction. The construction of these pads is shown in FIGURE 7. They are symmetrical about a vertical axis and include a base plate 14e by means of which it is attached to the end of the bolster.y This plate has a vertical central stud 14d. Supported on the base plate in alternate arrangement are a series of rubber rings 14a and metal rings 14h of increasing internal diameter, in a vertical direction. Secured to the upper metal ring 14b is a top plate 14e by means of which the pad may be attached to the underside of the car body C. FIGURE 8 shows the displacement which results under stress, the resilient rings 14a being increasingly distorted from the bottom upwardly under horizontal stress. With this type of suspension element, the car body is secured to the bolster ends and is controlled in its horizontal movements with respect to the undercarriages by their horizontal resilience. The horizontal resilience of the pad is illustrated in FIGURE 8.

Returning to FIGURE 4, this modification is structurally similar to that of FIGURE 3 with the following exceptions: Each vertical leg 112C is made hollow and is provided with an internal xed abutment 131. A rod is connected by a ball joint 155 to the arm 156 and extends through the abutment 131. Secured to the rod is a guide 127 against which the lower end of a coil spring 129 seats. The `other end of this spring bears on the abutment 131.

This system operates similarly to that of FIGURES 1, 2 and 3 with the exception that vertical suspension for the car body is provided by the springs 129 (the other side of the undercarriage is similarly constructed), since the horizontally resilient pads 216 have litle vertical resilience.

The arrangement of FIGURE 5 is generally similar to that of FIGURE 4, and carries the same reference characters. It differs from FIGURE 4 in that the Vertical leg 112e is not hollow but is similar to the same leg in FIGURE 3. The side frame member 118 in this case is provided with a depending centrally positioned arm v256 which is hingedly connected at 257 with a link 259 attached to its other end by the ball joint 261 to the lower end of the leg 112e. A coil suspension spring 274 seats on a rigid arm 266 extending from the side frame member 118, and the spring abuts to its upper end against a rigid arm 270 extending from the vertical leg 112C. It will be at once apparent that the operation of this arrangement is similar to that of FIGURE 4 in that the springs 274 provide vertical resilient support for the car body and functions like the springs 129 of FIG- URE 4. The vertical legs 112C, the support provided by the arms 148, the side frame members 118 and the arms 256, the links and the links 259 provide deformable parallelograms so that pitching on vertical curves is permitted by the ball joint connections 152, 154 and 261.

The most refined form of the invention, as herein disclosed, is shown in full detail in FIGURES 9 to 13 inclusive. The combination illustrated provides a car suspension system in which the three elements of car moinder and piston assemblies.

tion, vertical and horizontal displacement and roll, are independently controlled. The general assembly for a complete car in accordance with this form of the invention is shown in FIGURE 6.

Referring specifically to FIGURES 9, and 11, it will be seen that the car bolster 12 is branched at each end so as to have the two arms 12a and 12b which terminate in seats on which the resilient pads 14 and 16 are secured. These pads are the same as that shown in detail in FIGURE 7. The upper ends of the pads are secured to the car frame 10. Here again it will be noted only once, that the construction shown in FIGURES 9 and 10 for one side of the undercarriage is duplicated for the other side. At 18 is the side frame member having the fore and aft arms 20 and 24 on which are journaled the pneumatic tired wheels 22 and 26. A pair of stud shafts 28 and 38 extending inwardly from the frame member 18 provide journal supports for the pneumatic tired running wheels 30 and 36. Associated with these wheels are the anged steel wheels 32 and 40 which have cylindrical axial extensions 34 and 42. In this arrangement, provision is made for operating the car either on a monorail beam or interchanging it and operating it on conventional steel rails. As is clear from FIGURE 1l, the cylindrical surfaces 34 and 42 are arranged to ride on the beam parts TBZ in the event that the tire for the associated wheel becomes deflated for any reason.

Either or both frame members 18 are provided with extensions 41 on which the driving motors 44 may be secured. As shown in FIGURE l1, the shafts of these motors are connected by bevel gear trains 46 with the associated running wheels as, for example, the wheels 36 4and 40, see FIGURE 10, to drive them.

A centrally positioned upwardly extending rigid arm 48 is mounted on the side frame member 18 and is conlnected by a link 50 to the bolster 12 through the ball joints `52 and 54. A pair of rigid depending arms 56 secured to the `frame member 18 are connected through a hinge pi'n 62 to a link 60 which, in turn, is connected by a ball 4joint 64 to a fixture 58 secured to the lower end of the vertical leg A12C depending from the bolster end. Secured to the undersurface of the bolster branches 12a 'and 12b are a pair of ball joint fixtures 68 and 70. They are connected by ball joint members to the upper ends of cylinders 72 and 74 of a pair of hydropneumatic cyl- The piston rods 76 and 78 are connected by ball joints 80 to the end of the lateral arm 66 projecting from the side frame 18.

As is known, and is indicated diagrammatically in FIG- URE l2, each hydropneumatic cylinderassembly includes a sealed cavity above the flexible diaphragm 82 in the case of the assembly 72 which is filled with a gas G under pressure such as nitrogen. The cavity between this diaphragm and the piston secured to the piston rod 76 is filled with incompressible huid such as oil. Having in mind that there are a pair of hydr-opneumatic cylinder assemblies at each end of the bolster, it is apparent that there Vwill'be a similar pair at the end opposite to that Shown in FIGURE 9. For descriptive purposes, it will be assumed that the corresponding cylinder has the reference character 72a, see FIGURE 12.. Gas under pressure is trapped above its diaphragm 82a and an incompressible fluid is trapped between it and the piston on the piston rod 76a. As indicated in FIGURE 12, the lower cavities of the two associated assemblies are interconnected by means of a pipe 86 so as to equalize the pressures in the two assemblies below the diaphragms.

Similarly, there is a hydropneumatic cylinder assembly 74a corresponding to the assembly '74 as diagrammatically illustrated in FIGURE 13. In this case, however, the assemblies 74 and 74a are double acting in that incompressible fluid is not only trapped between the pistons and the diaphragms, but between the pistons and lower ends of the cylinders. In this arrangement, the cavity below the piston of the cylinder 74 is connected to the cavity above the piston in the cylinder 74a by means of a pipe 90 and conversely by the pipe 89.

This suspension system provides for the control of horizontal displacement of the car body through the laterally yieldable pads 14 and 16 which., it Will be remembered, have substantially no vertical resilience. The side frame members of the undercarriages can pitch in a vertical plane so as to follow the vertical curves in the track because of the universal ball joint connections 52, 54, 64 and 80. The hinge point 62 is the common pivot point. Vertical displacement and roll of the car is controlled by the hydropneumatic cylinder assemblies.

The interconnection provided by the pipe 86 between the hydropneumatic cylinder assemblies 72 and '72a produces the following effect: Under the loading of the car body, the oil in the cylinders is put under pressure and vertical resilient flexibility is provided by the compressed gas in the chambers above the diaphragme. The oil pressure in the two corresponding cylinders being equalized by the interconnecting conduit 86 there is no rolling restraint and the car would be in a state of lateral instability. However, the cross-connected double acting selectors 74 and 74a provide roll motion control exclusively. In other words, the tendency of the car body to roll is damped by this arrangement. Accordingly, vertical motion without roll induces transfer of fluid without pressure change and therefore without vertical motion restraint. On the other hand, any rolling motion builds up differential pressure changes and therefore, roll restraint. Thus, passive roll control is achieved.

A further refinement can be provided by interconnecting the pipes 89 and 90 through a reversible pump 92 as shown in FIGURE 13. This pump serves to transfer oil between one of the pairs of interconnected cavities to the other depending upon the direction of rotation of the power driven reversible pump 92. This will effect a change in the lateral inclination of the car body. In other words, this arrangement provides active rolling control which is important to provide more comfort for passengers while permitting higher speeds of train operation on curves than is provided by tracks which have superelevation adequate only for lower speeds of operation. By driving the pump in the proper direction, one side of the car can be elevated with respect to the other so as to lean toward the center of the track curve. The

`operation of the pump 92, as those skilled in the art will understand, can be automatically controlled by means of an acceleration sensitive governor so that the car would automatically be inclined toward the center of the curve the proper amount.

Attention is called to the fact that, in the modification of FIGURES 9 t-o 13, inclusive, drag links between the undercarriages and the car body are not required because of the use of longitudinally spaced pads 14 and 16 at each end of the bolster.

It is believed that it is now clear from the foregoing disclosure of the several embodiments set out herein for illustrative purposes that the subject matter of this invention involves novel combinations which are capable of variation in detail without loss of the novel functions obtained by these combinations. It is preferred, therefore, that the scope of this invention be determined by the appended claims rather than by the illustrated ernbodiments herein described.

What is claimed is:

1. In a railway vehicle a car body, a pair of undercarriages each having a bolster, resilient means secu-red directly between each bolster at transversely spaced points and said car lbody to provide the sole support of said car body on said undercarriages, wheel` `supporting members, vertically spaced rigid arms extending from said wheel Supporting members, links pivotally connected between the ends of said arms and vertically 4spaced points on said bolsters to permit said wheel supporting members to pitch `in vertical planes, means for limiting pivotal move- `ment of said wheel supporting members on their vertical axes and resilient means interposed between the ends of said bolsters and said wheel supporting members to vprovide resilient suspension of the car body at each end.

2. In the combination of claim 1, said means for limiting pivotal movement of said wheel supporting members comprising longitudinally spaced guide wheels.

3. In a railway vehicle a car body, a pair of undercarriages each having a bolster, horizontally resilient mem bers secured directly 4between each bolster at transverselj spaced points and said car body, to provide the sole support of said car body on said undercarriages, wheel supporting members, vertically spaced rigid arms extending from said `Wheel suporting members, links pivotally connected between the ends of said anms and vertically spaced points, on said holsters to permit said wheel supporting members to pitch in vertical planes, means for limiting pivotal movement of said wheel supporting mem bers on their vertical axes and resilient means interposed between the ends of said iholsters and said wheel supporting members to provide resilient suspension of the car body at each end.

4. In the c-ombination of claim 3 said resilient means comprising a pair of double acting hydropneumatic cylinder assemblies having pistons and pipes cross connecting the spaces in said cylinders respectively on opposite sides of said pistons.

5. In the combination of claim 4, Ia reversible pump interconnecting said pipes.

6. In the combinat-ion of claim 3, said resilient means comprising .a pair of hydropneumatic single acting cylinder assemblies respectively connected by ball joints between .said bolsters and associated members, said assemblies including means for equalizing the pressure therein, a pair of double acting hydropneumatic cylinder assemblies having pistons ,and pipes cross connecting the spaces in said cylinders on opposite sides of said pistons.

7. In the combination of claim 3, said resilient means comprising a pair of hydropneumatic single acting cylinder assemblies respectively connected by ball joints between said bolsters .and associated members, said assemblies including means for equaliZ-ing `the pressure therein.

8. In the combination of claim 3, said resilient means comprising springs.

9. In a railway car assembly the combination comprising a car body, a pair of undercarriage assemblies positioned `at each end, each of said underoarriages comprising a bolster, a coiled spring secured between each end of each 'bolster and lthe car body, a wheeled side frame member adjacent cach end of each bolster, each bolster having a vertically depending leg, adjacent each side frame member, connected by ball joints to each side frame member and to its associated vertical leg, a rigid arm extending upwardly from each .side frame member, a link connected at one end by a ball joint to the upper end of the associated leg and at the -other end by a ball joint to said arm, means `for limiting pivotal movement of said side frame members on a vertical axis and drag links interconnecting the ends of lsaid bolster yand the lower ends of said legs with said car body.

10. A vehicle suspension system comprising a car lbody and a supporting undercarriage at each end, each undercarriage having a bolster forked at -i-ts ends, and a rigid column depending `from each end, laterally yieldable Iresilient pads `directly connected between each of said forked ends and said car body -as the sole support for said body on the bolster, Aa pair of independent side frame members having longitudinally spaced running wheels journaled thereon, a universal motion linkage system connecting each side frame member to said column at the 8i adjacent end of said bolster at vertically spaced points, lmeans for limiting pivotal movement of said side lframe members on a vertical axis and suspension springs interposed between each end of the bolster and the adjacent side frame member.

11. In the combination of claim 10 motive means mounted on each of said side frame mem-bers and power transmission connections between said motive means and said spaced running wheels.

12. A railway vehicle comprising `a car body, a pair of undercarri-ages for supporting said body at its ends, each undercarriage having a bolster, ylaterally resilient pads secured between the ends of said bolster and said car body, said bolster having a depending leg at each end, a side frame member associated with each depending leg, a link having lball joint connectors at its ends attached to said leg and the associated side frame member, each of said legs being tubular, a suspension spring mounted therein, means for limiting pivotal movement of each of said side frame members on a vertical -axis .and a ball joint connection between said spring and the associated side frame member.

13. A railway car comprising a pair of undercarriages, each having a bolster and a pair of independent side trame members positioned at each end of a car body, each having fore and aft running wheels journaled thereon, rigid cantilever arms having their free ends positioned above and 'below the related side frame members, laterally resilient pads secured directly between the ends of said bolsters and said car body as its sole support, resilient suspension means secured between said bolster ends and the associated side frame members, means for limiting pivotal movement of said side frame members on their vertical axes and linkage means connecting said bolster to said free ends lof said cantilever arms on said side frame `members for holding the latter against inclination while permitting their pitching in a vertic-al plane.

14. In the combination of claim 13, said resilient sus- `pension means including means permitting vertical motion of the car body.

15. In the co-mbination of claim 13, said resilient suspension means including means permitting vertical motion of the car body and -including means to provide passive roll control.

16. In the combination of claim 13, said resilient suspension means including means permitting vertical motion of the car body including means for effecting active roll control.

References Cited by the Examiner UNITED STATES PATENTS 2,353,503 7/44 Rost et al. 10S- 199 2,384,785 9/45 Alben et al. 105-200 X 2,633,811 4/53 Poage 10S-'164 X 2,740,360 4/56 Janeway 105-200 2,956,516 10/ 60 Lich l10S-200 2,981,207 4/61 Paulsen 10S-194 X 3,027,177 3/62 Karlstad 267-57 X 3,045,998 7/62 Hirst 10S-199 X FOREIGN PATENTS 50,325 6/ 55 Denmark. 56,280 3/ 36 Norway.

ARTHUR L. LA POINT, Primary Examiner.

LEO QUACKENBUSH, EUGENE G. BOTZ,

Examiners. 

1. IN A RAILWAY VEHICLE A CAR BODY, A PAIR OF UNDERCARRIAGES EACH HAVING A BOLSTER, RESILIENT MEANS SECURED DIRECTLY BETWEEN EACH BOLSTER AT TRANSVERSELY SPACED POINTS AND SAID CAR BODY TO PROVIDE THE SOLE SUPPORT OF SAID CAR BODY ON SAID UNDERCARRIAGES, WHEEL SUPPORTING MEMBERS, VERTICALLY SPACED RIGID ARMS EXTENDING FROM SAID WHEEL SUPPORTING MEMBERS, LINKS PIVOTALLY CONNECTED BETWEEN THE ENDS OF SAID ARMS AND VERTICALLY SPACED POINTS ON SAID 